Car-frame.



N0. 639,!92. Patented Dec. I2, I899. F. E. CANDA. CAR FRAME.

(Application filed Jan. 9, 1899.)

(No Model.)

ATTORNEYS,

lUNlTED Sin'rns ATENT FERDINAND E. OANDA, OF NEW YORK, N. Y., ASSIGNORTO CANDA BROTHERS, OF SAME PLACE.

CAR-FRAM E.

SPECIFICATION forming part of Letters Patent No. 639,192, dated December12, 1899.

" Application filed January 9, 1899, $erial No. 701,581. (No model.)

To aZZ whom it may concern:

Be it known that I, FERDINAND E. CANDA, a citizen of the UnitedStates,residing in theborough of Manhattan, in the city of New York,county of New York, and State of New York, have invented certain new anduseful Improvements in Car-Frames; and I do hereby declare the followingto be a full, clear, and exact description of the invention, such aswill enable others skilled in the art to which it appertains to make anduse the same.

My invention relates to improvements in car-frames, and particularly toimprovements in the frames of freight-cars; and my invention consists inthe use, in connection with and keyed to the longitudinal sills, ofspecial subsills extending the Whole length of the car from onebody-bolster to the other for taking the buffing stresses produced bythe stopping and backing of the car and in the combination, with thesills and subsills, of needlebeams beneath the subsills andspacing-pieces interposed between the needle-beams and thoselongitudinal sills which are not provided with subsills.

The objects of my invention are to lighten. and strengthen the frames ofcars and to transfer from one end of the car to the other the buffingstresses produced by sudden stopping or backing of the car without theintermediation of the sills or other longitudinal members of the car,the main function of which is to carry the load thereof and to' make theframe of the car as simple and as cheap as possible. These objects areattained in the car-frame herein described and illustrated in thedrawings which accompany and form a part of this specification, in whichthe same reference-mun erals indicate the same or corresponding parts,and in which Figure 1 is an elevation and partial central longitudinalsection of the lower portion of a box freight-car constructed inaccordance with my invention. Fig. 2 is a transverse section of thecar,taken upon two different planes, the left-hand side of the viewshowing the sec tion on the line a: 00 of Fig. 1 and the righthand sideof the view showing the section on the line y g of Fig. 1. Fig. 3 is adetail side elevation of one of the body-bolsters. Fig. 4 is atransverse section of one of the center sills and one of the subsills,taken through the center of one of the keys by which said center sillsand subsills are connected to each other; and Fig. 5 is a detail planview of the key shown in Fig. 4.

Referring now to the drawings, 1 1 are the center sills of a car; 2 2,the end sills thereof; 3 3, the draw-bars; 44, the draft-timbers, and 55 the body-bolsters. These body-bolsters are preferably of cast-steel,and preferably are provided on both sides with pockets 6 6. The pocketson one side receive the ends of the draft-timbers at 1, and the pocketson the other side receive the ends of the subsills 7 7, placed directlybeneath the center sills 1 l and extending lengthwise of the car fromone body-bolster to the other, so as to form buffing members to transmitthe buffing stresses direct from one body-bolster to the other. Thesesubsills, as Well as the longitudinal sills, may be formed of timber ofsuitable dimensions. The subsills are gained at intervals to a depthequal to about half of the depth of keys 8 8, (shown in detail in Figs.4 and 5,) and the center sills are correspondingly gained to receivesaid keys. Bolts 9, passing through the keys, secure the center sillsand subsills together. The subsills when keyed to the center sills inthis manner become practically parts thereof for the resistance of theflexural stresses produced by the load of the car, and thus greatlystrengthen the center sills. The subsills transfer the buffing stressesfrom one end of the car to the other without transmitting an appreciableproportion of such stresses to the longitudinal sills, because saidsubsills are of sufficient size to withstand the buffing stresseswithout being sensibly compressed. The longitudinal sills being thusfree from buffing stresses are the better able to carry the load of thecar.

When the cars are undertrussed, as is the case with the car shown in thedrawings, the needle-beams 10 are placed beneath the subsills, so as toavoid weakening of said subsills or of the needle-beams, and lightmalleable-iron spacing-pieces 11 are provided between the outer andintermediate sills and the needle-beams, so as to connect theneedlebeams to the intermediate and outer sills as well as to thesubsills.

Instead of using but two subsills, as shown in the drawings, I may use agreater number,

or I may use but one centrally-placed bu fflng member. I do not limitmyself, therefore, to the number of subsills nor to the other details ofcombination, construction, and arrangement which are particularlyillustrated and described.

Having thus completely described my invention, what I claim, and desireto securev by Letters Patent, is

1. In a car-frame, the combination, with longitudinal sills,body-bolsters, and drafttimbers abutting against the body-bolsters, ofsubsills beneath inner longitudinal sills, extending from onebody-bolster to the other, and also extending below those sills whichare nnprovided with subsills, and adapted to resist bnffing stressestransmitted by the draft-timbers to the body-bolsters, transversestiffening-timbers beneath the subsills and secured thereto and to thelongitudinalsills, and spacing-pieces interposed between said transversetimbers and those sills which are nnprovided with snbsills,substantially as described.

2. In a car-frame, the combination, with longitudinal sills,body-bolsters, and drafttimbers abutting against the body-bolsters, ofsubsills beneath inner longitudinal sills, extending from onebody-bolster to the other, and also extending below those sills whichare nnprovided with subsills, and adapted to resist bufling stressestransmitted by the drafttimbers to the body-bolsters, keys interposedbetween said subsills and the floor-sills to which they are connected,and serving to unite said sills and subsills for resisting flexuralstresses, transverse stiffening-timbers beneath the subsills and securedthereto and to the longitudinal sills, and spacing-pieces interposedbetween said transverse timbers and those sills which are nnprovidedwith subsills, substantially as described.

3. In a car-frame, the combination, with longitudinal sills,body-bolsters, and drafttimbers, of subsills, intermediate between thedraft-timbers at the two ends of the car, and forming compressionmembers for transmitting buffing stresses from the draft-timbers at oneend of the car to the draft-timbers at the other end of the car, withoutthe intermediation of said longitudinal sills, said subsills extendingbelow the sills, transverse stiffening-timbers beneath thesubsills, andspacingpieces interposed between said transverse timbers and the sills,substantially as described. In testimony whereof I hereunto affiX mysignature in the presence of two witnesses.

FERDINAND E. CANDA.

Witnesses:

H. M. MARBLE, E. M. MARBLE.

